Fender for cars, &amp;c.



' No. 664,863. Patented Jan. I, mm.

H. HIPWUUD.

FENDER FUR CABS, 8L6.

(Applicatibn filed June 9, 1900.)

2 Shoet8haet I.

(No Model.)

\A/ITIJEIEEEEE:

No. 664,863. Patented Ian. 1, IBM.

6 HIPWOUD FENDER FOR CARS, 6w.

(Application fled June 9, 1900.)

2 Sheets- Sheet 2.

(No Model.)

By his crHorne 0% v @QZZ STATES PATENT OFFICE.

GEORGE HIPWOOD, OF BOSTON, MASSACHUSETTS.

FENDER FOR CARS, 800.

SPECIFICATION forming part of Letters Patent N 0. 664,863, dated January 1, 1901. Application filed June 9, 1900. Serial No. 19,653. lNo model To all whom it may concern:

Be it known that I, GEORGE Hrrwoon, a citizen of the United States, residing in Boston, in the county of Suffolk and State of Massachusetts, haveinvented new and useful Improvements in Fenders for Cars and other Vehicles, of'which the following is a specification.

This invention relates to fenders adapted particularly for use on street-cars and other vehicles propelled by electricity, cable, or other power aside from horse-power; and it relates more especially to the general style or class of fender illustrated and described in Letters Patent of the United States granted October 31, 1393, and numbered 507,655, granted April 13, 1897, and numbered 580,5et9, granted January 4, 1898, and numbered 506,592, and granted September 19, 1899, and numbered 633,361, to which reference is made.

My present invention is intended to be an improvement over and upon the inventions described in said Letters Patent; and it relaies to' a construction whereby a greater breadth of surface is provided for the bed or horizontal portion of the fender without extending the front edge of the fender any farther forward and a greater width of surface is provided for a falling body, thus decreasing the chances of its rolling off the fender, to an improved arrangement whereby the front edge of the fender may be carried lower or higher, according to the condition of the road-bed, to a construction providing lateral adjustment for the hangers in order that the fender may be adapted to cars of different widths, to an arrangement adapting the fender to cars of different heights, and to' a construction for adapting and connecting the fender to that class of motor-cars in which the motorman stands at a considerable distance back from the front edge of the car, often in the middle of the car, all as fully described below and illustrated in the accompanying drawings, in which Figure 1 is aside elevation of my improved fender applied to a car, a sufficient portion of which is shown to illustrate the application of the invention. Fig. 2 is an enlarged section taken vertically through the bunterguard and illustrating the operation of my Fig. 3 is an enlarged plan improved bail.

view of the bail. Fig. 4 is an enlarged vertical section taken on line 4, Fig. 5, looking in the direction of the arrow. Fig. 5 is a de= tail in plan of the portion of the fender illustrated in Fig. 4that is to say, the portion near one edge or side of the fender. Fig. 6 is a plan view of the adjustable hanger attached to one of the sills. Fig. 7 is a part elevation and part vertical section of the same, the section being taken on line 7, Fig. 1.

In the drawings similarletters and numerals of reference indicate corresponding parts.

1 represents a portion of the car-body, 2 the sills, and 3 the platform, or in case the car is of the style in which the motorman stands well back from the front edge 3 would represent merely the front portion of the floor.

lis the hunter, 5 the dashboard, which may be made lower or entirely omitted in cars in which the motorman stands well back from the front edge, 6 the end posts for the dashboard, and '7 a track-rail, all constructed substantially as usual.

Bolted to the inner sides of the sills 2 and extending horizontallyinward therefrom transversely with the car on both sides are supporting-brackets A. (See Figs. 6 and 7.) Each of these brackets is made of a metallic angle-shaped plate, the vertical portion A of which is bolted to the sill, and the horizontal portion A is provided with parallel slots at, Fig. 6. These slots form slideways for bolts 17, the heads of which lie on the upper edges of the slots and which are secured in the flat head B of the vertical hangerB, Figs. 1, 6, and 7. These hangers are provided with a series of holes 19, whereby the hanger may be connected by a bolt 0 with the rail O, extend ing through an intermediate block 0', Fig. 7. As the rails are provided with a horizontal line of holes O and the hangers with the vertical line of holes 1), the rails (which support the fender) may be adjusted longitudinally, so as to push the fender farther from or nearer to the front edge of the car vertically, so as to raise or lower the fender, and laterally by means of the slotted brackets A, so as to adjust the hangers to cars of different widths. Of course the bolts 0 and b are provided with suitable nuts, whereby the parts when adjusted are retained in position.

D represents the end bars of the substantially rectangularframe of the fender properthat is, the horizontal portion of the fender to which are pivotally supported at d the end bars D of the inner frame, which consists of said end bars, the front bar D, and the rear bar D, from which frame extend the rods d, which support the shoes E. This frame is provided with the usual springs e, and from the rear ends of the bars D extend the supporting-frames F, provided with rollers F F", all substantially as described in Letters Patent No. 633,361 and the other Letters Patent above referred to.

G represents the end bars of the vertical portion of the fender or the hunter-guard provided with the springs G, as described in Letters Patent above referred to. In place of the feet letteredfin the drawings in Letters Patent No. 633,361 I provide at the lower end of each bar G a bent footpiece of the peculiar shape shown. This footpiece, Figs. 1, 4, and 5, consists of the upper portion H, which is joined to the lower end of the bar G and which is substantially on a line with said bar, the central portion H, bent forward and upward into the angle shown in Fig. 4, and the lower or forward portion H, bent downward at substantially right angles with the portion H and with its forward end formed into the toe-piece h. The two feet are connected with the opposite end bars D of the inner frame by means of pivotsf, and the toe-pieces h bear on springs g, which are secured to pins or studs g, supported by the end bars D, and with their forward ends caught under the front bar D of the pivoted frame. ally secured at k to each foot at a point a trifle behind the bend which connects the parts H and H is the bar K, having a nu mber of holes K, whereby it is pivotally connected by a pin or bolt K with the horn or cam L on the horizontal rod L. The horn or cam L, rod L, and bar K are not new in this invention, but operate as in the invention referred to in Letters Patent No. 633,361, the forward member L of the horn bearing upon the rear bar D of the tilting portion of the fender when the bu liter-guard is swung down. The peculiar shape of the shoes H H H h is, however, new in this invention, and by means of such shape in connection with the point at which each shoe is pivotally connected with the tilting frame in connection with the point at which it is pivotally connected with the bar K the shoes operate to allow of a broad bed on the horizontal portion of the fender without said bed extending unduly forward. In other words, a greater available breadth is provided without the fender being pushed out any farther than in the Letters Patent referred to. It will be noticed by examination of Fig. 5 that the portions H of the feet are bent outward for the purpose of avoiding the horns L. The bars Z extend from the pivots back to the locking mechanism in the manner described in Letters Patent No. 633,361.

Referring to the bars K, provided with a plurality of holes K, when the fender is set relatively high with relation to the car the bars are connected with the horns L by means of rearholes; but when the fender is set lower down the bars are connected by means of forv ward holes.

The upper end of the hunter-guard is connected with the retaining and releasing mechanism by means of a double bail, Figs. 1, 2, and 3. This double bail consists of a long loop N and a short loop N. The short loop N is folded around the top bar G of the hunter-guard into the under portion N, and its upper portion is provided with downwardlyextending ears 02. Between and to these ears the long loop N is pivoted at n. P represents the vertically-moving holtin the hunter-guard 4, held normally raised by the spring P, and P is the hook, both operating as described in Letters Patent No. 633,36l. When it is desired to carry the fender low, as would be the case over a smooth road-bed, such as well-made asphalt, the long loop N is caught over the bolt P, thus allowing the lower edge of the fender to be near the ground. When, however, it is desired to carry the front edge of the fender higher, as would be the case with an uneven road-bed, the short loop N is caught upon the bolt P and the long loop LT allowed to drop, as illustrated in Fig.1.

In order that the fender may be adapted for use on cars in which the motorman stands at a considerable distance behind the front end of the car,or in which, as is often the case, he operates the car from a central point there- Pivotin, the following mechanism is contrived: A

' bar R, provided with the longitudinal slot R,

is provided with a forwardly-extending finger R, which lies between one of the pins on on the bolt P. This bar is adjustably secured,by means of a suitable bolt and nut, to the hori- ICC zontal portion S of a bell-crank lever provided with a longitudinal slot S, said lever being pivotally secured at ii to a bracket 2, fastened to the car-body. The other arm S of the bell-' crank lever extends down, as shown at Fig. 1, and is pivotally connected at its lower end with a rod T, whose rear end is pivotally connected with the bent lever U, pivoted at U to a bracket U, secured to the under side of the car-body. The motorman by pressingon the plunger or footpiece V forces down the forward end of the lever U and by means of the rod T draws back the arm S of the bell-crank and swings down the finger R, releasing the bail and dropping the fender upon the track. This of course is done in case of an impending accident.

Having thus fully described my invention, whatl claim, and desire to secure by Letters Patent, is

1. In a fender of the character described, substantially horizontal stationary bars ex tending longitudinally under the car and supporting the fender from their forward portions; brackets supported by and beneath the car-body and extending transversely therewith; and hangers supported by said brackets and adapted to be adjusted therein transversely with the car-body, said brackets directly supporting the stationary bars, substantially as described.

2. In a fender of the character described, the bars 0 provided with the holes C and supporting the fender at their forward ends; the brackets A provided with the slots a and secured to the inner sides of the sills of the car transversely with the car; and the hangers B provided with the vertical row of holes I) and adjustably secured to said brackets by means of slots and suitable bolts, said hangers being connected with the horizontal bars by means of said holes 0 and b and suitable bolts, substantially as set forth.

3. In a fender of the character described, the combination with the l'mnter-guard and the mechanism for holding the fender with its front edge in a raised position and releasing or dropping the same; a double bail consisting of two loops one of which is longer than the other,said loops being side by side or flanking each other, substantially as described.

4. In a tender of the character described, the combination with the hunter-guard and the mechanism for holding the fender with its front edge in a raised position and releasing or dropping the same; a double bail consisting of two loops one of which is longer than the other, the longer loop being hinged to the shorter and thereby adapted to swing down when the shorter loopis in use,substantially as set forth.

5. In a fender of the character described, the combination with the hunter-guard provided with the upper bar G, and the bolt P supported by the hunter; of the double bail consisting of the short loop N folded around said bar G, the ears 71 extending down from the opposite sides of the short loop, and the long loop N pivotally secured to and between saidears, substantially as described.

6. In a fender of the character described, in combination with the car-body, the hunter and the mechanism for holding the front edge of the fender in a raised position and releasing the same; the bell-crank lever S, S pivotally connected with the under side of the car-body; the horizontal bar R provided with the forwardly-extending engaging finger B",

said bar and lever being adjustably connected and the former being thereby adapted to be adjusted horizontally with relation to the latter; the lever U pivotally secured to the under side of the car-body at a considerable distance from the front edge thereof; the rod T connecting said levers S, S and U, and mechanism accessible to the motorman for depressing one end of the lever U and thereby releasing the fender, substantially as set forth.

7. In a fender of the character described, in combination with the main or horizontal portion of the fender and the hunter-guard, the latter provided with the end bars G, and the tilting frame provided with the end bars D pivotally sustained by the outer bars of the horizontal portion of the fender; the footpieces each consisting of the substantially vertical portion H secured to the lower end of one of said bars G, the forwardly and upwardly ext-ending portion H, and the portion H extending downward and forward from said portion II, said footpieces being pivotally secured to the tilting frame at points near their forward ends, substantially as described.

8. In a fender of the character described, in combination'with the main or horizontal portion of the fender and the hunter-guard, the latter provided with the end bars G, and the tilting frame provided with the end bars D pivotally sustained by the outer bars of the horizontal portion of the fender; the footpieces each consisting of the substantially vertical portion H secured to the lower end of one of said bars G, the forwardly and upwardly extending portion H, and the portion H extending downward and forward from said portion H, said footpieces being pivotally secured to the tilting frame at points near their forward ends; the bars K pivotally secured at their forward ends to the footpieces near the bends which connect the portions H and H, said bars being provided near their rear ends with a plurality of holes K; and the horns L, L rigid on the horizontal shaft L and connected adjustably with said bars K by means of one or more of the holes therein, substantially as set forth.

GEORGE HIPWOOD. 

